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Experimental data from recent tests of a 45 deg diagonal wall duct are presented and compared with the results of a similar Hall duct. It is shown that while the peak power density of the two devices is approximately equal that the diagonal wall duct produces greater total power output due to its ability to better utilize the available magnetic field.
The Compound Cycle Engine (CCE) is a highly turbocharged, power compounded, ultra-high power density, light-weight diesel engine. The turbomachinery is similar to a moderate pressure ratio, free power turbine engine and the diesel core is high speed and a low compression ratio. This engine is considered a potential candidate for future military light helicopter applications. This executive summary presents cycle thermodynamic (SFC) and engine weight analyses performed to establish general engine operating parameters and configuration. An extensive performance and weight analysis based on a typical two hour helicopter (+30 minute reserve) mission determined final conceptual engine design. With this mission, CCE performance was compared to that of a T-800 class gas turbine engine. The CCE had a 31% lower-fuel consumption and resulted in a 16% reduction in engine plus fuel and fuel tank weight. Design SFC of the CCE is 0.33 lb-HP-HR and installed wet weight is 0.43 lbs/HP. The major technology development areas required for the CCE are identified and briefly discussed.
The compound cycle engine (CCE) is a highly turbocharged, power-compounded, ultra-high-power-density, lightweight diesel engine. The turbomachinery is similar to a moderate-pressure-ratio, free-power-turbine gas turbine engine and the diesel core is high speed and a low compression ratio. This engine is considered a potential candidate for future military helicopter applications. Cycle thermodynamic specific fuel consumption (SFC) and engine weight analyses performed to establish general engine operating parameters and configurations are presented. An extensive performance and weight analysis based on a typical 2-hour helicopter (+30 minute reserve) mission determined final conceptual engine design. With this mission, CCE performance was compared to that of a contemporary gas turbine engine. The CCE had a 31 percent lower-fuel consumption and resulted in a 16 percent reduction in engine plus fuel and fuel tank weight. Design SFC of the CCE is 0.33 lb/hp-hr and installed wet weight is 0.43 lb/hp. The major technology development areas required for the CCE are identified and briefly discussed.
Improvements in individual piezoelectric transformer (PT) performance and the combination of these PTs in a unique modular topology under a Phase I contract with the NASA Glenn Research Center have enabled for the first time the simultaneous achievement of both high voltage and high power at much higher levels than previously obtained with any PT. Feasibility was demonstrated by a prototype transformer (called a Tap-Soner), which is shown in the preceding photograph as part of a direct-current to direct-current (dc-dc) converter having two outputs rated at 1.5 kV/5 W and 4.5 kV/20 W. The power density of 3.5 W/cm3 is significantly lower than for magnetic transformers with the same voltage and power output. This development, which is being done under a Small Business Innovation Research (SBIR) contract by Face Electronics, LC (Norfolk, VA), is based on improvements in the materials and design of Face's basic patented Transoner-T3 PT, shown in the left in the following figure. The T3 PT is most simply described as a resonant multilayer transducer where electrical energy at the input section is efficiently mechanically coupled to the output section, which then vibrates in a fundamental longitudinal mode to generate a high gain in voltage. The piezoelectric material used is a modified lead-zirconium-titanate-based ceramic. One of the significant improvements in PT design was the incorporation of a symmetrical double input layer, shown on the right in the following figure, which eliminated the lossy bending vibration modes characteristic of a single input layer. The performance of the improved PT was optimized to 1.5 kV/5 W. The next step was devising a way to combine the individual PTs in a modular circuit topology needed to achieve the desired high voltage and power output. Since the optimum performance of the individual PT occurs at resonance, the most efficient operation of the modular transformer was achieved by using a separate drive circuit for each PT. The output section consists of a separate output rectifier for each PT connected in series.
This presentation describes power electronics thermal management technologies used for on-road EVs. Examples are provided and heat exchangers are described. Advanced cooling technologies developed are NREL to enable increased power density and enable high WBG temperature operation are then presented. The performance (e.g., thermal resistance, pumping power) of the advanced power electronics cooling technologies are compared to the performance of current, on-road technology.
As one of the most compact electrochemical energy storage systems, lithium-ion batteries (LIBs) are playing an indispensable role in the process of vehicle electrification to accelerate the shift to sustainable mobility. Making battery electrodes thicker is a promising strategy for improving the energy density of LIBs which is essential for applications with weight or volume constraints, such as electric-powered transportation; however, their power densities are often significantly restricted due to elongated and tortuous charge traveling distances. Here, we propose an effective methodology that couples bidirectional freeze-casting and compression-induced densification to create densified vertically lamellar electrode architectures for compact energy storage. The vertically lamellar architectures not only overcome the critical thickness limit for conventional electrodes but also facilitate and redistribute the lithium-ion flux enabling both high rate capability and stable cyclability. Furthermore, this proposed methodology is universal as demonstrated in various electrochemical active material systems. This study offers a facile approach that realizes simultaneous high energy and high power in high-loading battery electrodes and provides useful rationales in designing electrode architectures for scalable energy storage systems.
The Chemical Double Layer (CDL) capacitor improves energy storage density dramatically when compared with conventional electrolytic capacitors. When compared to batteries, the CDL Capacitor is much less energy dense; however, the power density is orders of magnitude better. As a result, CDL-battery combinations present an interesting pulse power system with many potential applications. Due to the nature of the CDL it is inherently a low voltage device. The applications of the CDL can be tailored to auxiliary energy and burst mode storages which require fast charge/discharge cycles. Typical of the applications envisioned are power system backup, directed energy weapons concepts, electric automobiles, and electric actuators. In this paper, we will discuss some of the general characteristics of carbon-based CDL technology describing the structure, performance parameters, and methods of construction. Further, analytical and experimental results which define the state of the art are presented and described in terms of impact on applications.
DC-series integration introduces a novel approach to seamlessly integrate a solar photovoltaic (PV) array and a battery energy storage (BES) in series. This system, referred to as the PV-integrated battery energy storage system—dc series (PVBESS-DCS), simplifies integration and enhances power density by leveraging the inherent voltage-source characteristics of batteries and adopting the concept of partial power processing. However, addressing voltage variations of a PV array and a BES under different operational conditions remains a challenge to apply the PVBESS-DCS to a regulated dc system, where the dc-bus voltage is fixed. This article proposes a PVBESS-DCS solution tailored for regulated dc systems. Within this framework, we present a controllable series voltage source compensating for the voltage differences between the PV and BES sources and the dc bus. Thus, the system can perform PV maximum power point tracking and curtailment control while charging and discharging BES and connected to a regulated dc bus. Additionally, we present a single-stage multiport partial power processing dc–dc converter designed for the proposed PVBESS-DCS. It utilizes a triple active bridge dc–dc converter topology. Finally, this article presents operating principles, control strategies, simulation results, and experimental findings of the proposed PVBESS-DCS for regulated dc systems.
Fuel cells are extremely attractive for extraterrestrial and terrestrial applications because of their high energy conversion efficiency without noise or environmental pollution. Among the various fuel cell systems the advanced polymer electrolyte membrane fuel cells based on sulfonated fluoropolymers (e.g., Nafion) are particularly attractive because they are fairly rugged, solid state, quite conductive, of good chemical and thermal stability and show good oxygen reduction kinetics due to the low specific adsorption of the electrolyte on the platinum catalyst. The objective of this program is to develop a solid polymer fuel cell which can efficiently operate at near ambient temperatures without ancillary components for humidification and/or pressurization of the fuel or oxidant gases. During the Phase 1 effort we fabricated novel integral electrode-membrane structures where the dispersed platinum catalyst is precipitated within the Nafion ionomer. This resulted in electrode-membrane units without interfacial barriers permitting unhindered water diffusion from cathode to anode. The integral electrode-membrane structures were tested as fuel cells operating on H2 and O2 or air at 1 to 2 atm and 10 to 50 C without gas humidification. We demonstrated that cells with completely dry membranes could be self started at room temperature and subsequently operated on dry gas for extended time. Typical room temperature low pressure operation with unoptimized electrodes yielded 100 mA/cm(exp 2) at 0.5V and maximum currents over 300 mA/cm(exp 2) with low platinum loadings. Our results clearly demonstrate that operation of proton exchange membrane fuel cells at ambient conditions is feasible. Optimization of the electrode-membrane structure is necessary to assess the full performance potential but we expect significant gains in weight and volume power density for the system. The reduced complexity will make fuel cells also attractive for smaller and portable power supplies and as replacement for batteries.
We continue to investigate the possibility that interstellar turbulence is caused by nonlinear interactions among shear Alfven waves. Here, we restrict attention to the symmetric case where the oppositely directed waves carry equal energy fluxes. This precludes application to the solar wind in which the outward flux significantly exceeds the ingoing one. All our detailed calculations are carried out for an incompressible magnetized fluid. In incompressible magnetohydrodynamics (MHD), nonlinear interactions only occur between oppositely direct waves. We present a theory for the strong turbulence of shear Alfven waves. It has the following main characteristics. (1) The inertial-stage energy spectrum exhibits a critical balance between linear wave periods and nonlinear turnover timescales. (2) The 'eddies' are elongated in the direction of the field on small spatial scales; the parallel and perpendicular components of the wave vector, k(sub z) and k(perpendicular) are related by k(sub z) approximately equals k(sub perpendicular to)(exp 2/3) L(exp -1/3), where L is the outer scale of the turbulence. (3) The 'one-dimensional' energy spectrum is proportional to k(sub perpendicular)(exp -5/3)-an anisotropic Kolmogorov energy spectrum. Shear Alfvenic turbulence mixes specific entropy as a passive contaminant. This gives rise to an electron density power spectrum whose form mimics the energy spectrum of the turbulence. Radio wave scattering by these electron density fluctuations produces anisotropic scatter-broadened images. Damping by ion-neutral collisions restricts Alfvenic turbulence to highly ionized regions of the interstellar medium.
Arkansas Power Electronics International (APEI), Inc., is developing a high-efficiency, radiation-hardened 3.8-kW SiC power supply for the PPU of Hall effect thrusters. This project specifically targets the design of a PPU for the high-voltage Hall accelerator (HiVHAC) thruster, with target specifications of 80- to 160-V input, 200- to 700-V/5A output, efficiency greater than 96 percent, and peak power density in excess of 2.5 kW/kg. The PPU under development uses SiC junction field-effect transistor power switches, components that APEI, Inc., has irradiated under total ionizing dose conditions to greater than 3 MRad with little to no change in device performance.
A model and software for design and analysis of a Proton Exchange Membrane fuel cell (PEMFC) system are developed for hydrogen eVTOL aircraft. Examples are provided of stacks designed for 80 kWe and 500 kWe net electrical power. Examples are provided of eVTOL designed for 250 and 400 lb payload. The trade-offs included stack characteristics, hydrogen storage characteristics, and aircraft payload and range. The objectives were to identify the key technology drivers of a hydrogen rotorcraft, establish technology targets for a viable aircraft, and recommend research to address the fundamental pre-competitive barriers. The current U.S. infrastructure on hydrogen informed the targets and recommendations. The key conclusion is that the advances made in cell electrochemical power density over the last decade might allow a PEMFC system to meet, or even beat, piston engine powered light-utility rotorcraft. The development must focus on the key drivers of a hydrogen eVTOL. The drivers are ultra-light stack cooling and short-term hydrogen storage. A stack system of net electrical power 100−150 kWe with specific power 1.1 kWe/kg including air, cooling, and electrical subsystems, and a tank storage of 15% weight fraction hydrogen are the minimum targets to meet the performance of a modern piston-engine rotorcraft, with a range of 180 nautical miles, payload of 400 lb, and gross weight of about 1400 lb. This is defined as the objective aircraft. If only one target is met, an aircraft of half the range could be produced, with a 30% greater gross take-off weight. This is defined as an intermediate aircraft. Because definitive conclusions are premature without weights and loads data on a flight-worthy stack system, it is recommended that a fuel cell powered hydrogen eVTOL demonstrator be built and flown. The existing hydrogen infrastructure for cars provide ample opportunity to create a pilot program. About 12 metric tons of retail hydrogen are available for cars every day in California, which is less than 0.05% of the yearly hydrogen production in the U.S.. A hypothetical fleet of 100 aircraft, operating 3 flights a day, would increase the demand by 2.25 tons per day and require 140 MWh of renewable electricity for green hydrogen.
The SPARC tokamak is a critical next step towards commercial fusion energy. SPARC is designed as a high-field ( $B_0 = 12.2$ T), compact ( $R_0 = 1.85$ m, $a = 0.57$ m), superconducting, D-T tokamak with the goal of producing fusion gain $Q>2$ from a magnetically confined fusion plasma for the first time. Currently under design, SPARC will continue the high-field path of the Alcator series of tokamaks, utilizing new magnets based on rare earth barium copper oxide high-temperature superconductors to achieve high performance in a compact device. The goal of $Q>2$ is achievable with conservative physics assumptions ( $H_{98,y2} = 0.7$ ) and, with the nominal assumption of $H_{98,y2} = 1$ , SPARC is projected to attain $Q \approx 11$ and $P_{\textrm {fusion}} \approx 140$ MW. SPARC will therefore constitute a unique platform for burning plasma physics research with high density ( $\langle n_{e} \rangle \approx 3 \times 10^{20}\ \textrm {m}^{-3}$ ), high temperature ( $\langle T_e \rangle \approx 7$ keV) and high power density ( $P_{\textrm {fusion}}/V_{\textrm {plasma}} \approx 7\ \textrm {MW}\,\textrm {m}^{-3}$ ) relevant to fusion power plants. SPARC's place in the path to commercial fusion energy, its parameters and the current status of SPARC design work are presented. This work also describes the basis for global performance projections and summarizes some of the physics analysis that is presented in greater detail in the companion articles of this collection.
Power electronics are increasingly being used to condition electricity for a wide array of applications, such as transportation (on land, air, and water), data centers, radio frequency, directed energy, wind, solar, and grid-tied applications. To increase power density, performance, efficiency, and reliability and reduce cost, innovations and developments are needed in the multiphysics packaging of power electronics at a die, module, and converter level. This includes fundamental research and development related to emerging high-voltage, high-temperature, and high-switching-frequency power electronics; packaging materials; thermal materials and interfaces; fluid-based thermal management technologies; reliability; condition monitoring; and prognostics. To address these important aspects, this Special Section on Multiphysics Aspects of Power Electronics Packaging includes several articles to be published in two parts. More details are given below on the articles included in the first part.
Solid-state transformers (SSTs) are a promising solution photovoltaic (PV), wind, traction, data center, battery energy storage system (BESS), and fast charging electric vehicle (EV) applications. The traditional SSTs are typically three-stage, i.e., hard-switching cascaded multilevel rectifiers and inverters with dual active bridge (DAB) converters, which leads to bulky passives, low efficiency, and high electromagnetic interference (EMI). This article proposes a new soft-switching solid-state transformer (S4T). The S4T has full-range zero-voltage switching (ZVS), electrolytic capacitor-less dc link, and controlled dv/dt, which reduces EMI. The S4T comprises two reverse-blocking current-source inverter (CSI) bridges, auxiliary branches for ZVS, and transformer magnetizing inductor as a reduced dc link with 60% ripple. Compared with the prior S4T, an effective change on the leakage inductance diode is made to reduce the number of the devices on the main power path by 20% for significant conduction loss saving and retain the same functionality of damping the resonance between the leakage and resonant capacitors and recycling trapped leakage energy. The conduction loss saving is crucial, being the dominating loss mechanism in SSTs. Importantly, the proposed single-stage SST not only holds the potential for high power density and high efficiency but also has full functionality, e.g., multiport dc loads integration, voltage regulation, and reactive power compensation, unlike the traditional single-stage matrix SST. The S4T can achieve single-stage isolated bidirectional dc–dc, ac–dc, dc–ac, or ac–ac conversion. It can also be configured input-series output-parallel (ISOP) in a modular way for medium-voltage (MV) grids. Hence, the S4T is a promising candidate for the SST. The full functionality, e.g., voltage buck–boost, multiport, etc., and the universality of the S4T for the dc–dc, dc–ac, and ac–ac conversion are verified through the simulations and experiments of two-port and three-port MV prototypes based on 3.3 kV SiC MOSFETs in dc–dc, dc–ac, and ac–ac modes at 2 kV.
The shear flow instabilities under the presence of magnetic fields in the primordial disk can greatly facilitate the formation of density structures that serve as seeds prior to the onset of the gravitational Jeans instability. We evaluate the effects of the Parker, magnetorotational and kinematic dynamo instabilities by comparing the properties of these instabilities. We calculate the mass spectra of coagulated density structures by the above mechanism in the radial direction for an axisymmetric magnetohydrodynamic (MHD) torus equilibrium and power density profile models. Our local three-dimensional MHD simulation indicates that the coupling of the Parker and magnetorotational instability creates spiral arms and gas blobs in an accretion disk, reinforcing the theory and model. Such a mechanism for the early structure formation may be tested in a laboratory. The recent progress in experiments involving shear flows in rotating tokamak, field reversed configuration (FRC) and laser plasmas may become a key element to advance in nonlinear studies.
A model is developed which describes the effects of weak collisions on the linear kinetic theory of electrostatic density drift instabilities. A dispersion equation valid at all frequencies and wave numbers is derived using the assumptions of a weak, uniform density gradient; a uniform magnetic field; and the BGK collision operator with a modification of the local approximation. The properties of the universal and collisional density drift instabilities at maximum growth rates are examined in detail. The thresholds of the instabilities are examined for an ionospheric model which includes ion-neutral, electron-neutral, and electron-ion collisions, and are compared with the threshold of the lower hybrid density drift instability. It is concluded that the k to the -5th short wavelength density power spectra observed above 280 km in the PLUMEX experiment are due to the effects of the universal density drift instability.
We suggest and demonstrate experimentally that two normal metal/insulator/superconductor (NIS) tunnel junctions combined in series to form a symmetric SINIS structure can operate as an efficient Peltier refrigerator. Specifically, it is shown that the SINIS structure with normal-state junction resistences of 1.0 and 1.1 kOmega is capable of reaching a temperature of about 100 mK starting from 300 mK. We estimate the corresponding cooling power to be 1.5 pW per total junction area of 0.8 micrometers(exp 2) at T = 300 mK. This cooling power density implies that scaling of junction area up to about 1 mm(exp 2) should bring the cooling power into the microW range.